Automatic railway-gate



2 Sheets-Sheet 1.

(No Model.)

J. K. PATTERSON.

AUTOMATIC RAILWAY GATE.

No. 384,892. Patented Jan..26, 1886.

INVENTOR WITNESSES ATTORNEYS.

N. PETERS, Flwfio'Lilhugraphur, Walhingiun, D C

(NoModeL) 2-SheetsSheet 2.

J. K. PATTERSON.

AUTOMATIC RAILWAY GATE.

No. 334,892; Patented Jan. 26, 1886 WITNESSES 11W ENTOR M /MA BY M AZJWWQ ATTORNEYS.

N. PEIERS, PholoLflhognyphnr, wnhinginm DJ;

' llhviran STATES PATENT rrica.

JAMES K. PATTERSON, OF CRETE, NEBRASKA.

AUTO MATIC RA l LWAY-GATE.

ETPEGIFTGATIQN forming part of Letters Patent No. 334,892, dated January 26,. 1886.

Application filed January21, 1885. Serial No. 153,528. (No model.)

To aZZ whom, it may concern:

Be it known that 1', JAMES K.'PATTERSON, of Crete, in the county of Saline and State of Nebraska, have invented a new and Improved Automatic Railway-Gate, of which the following is a full, clear, and exact descrlption.

The object of this invention is to providea practical and reliable railwaygate adapted to be automatically opened by the weight of a train and closed, mainly, by its own gravity; and the invention consists of the construction, arrangement, and combination of parts, all as hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming part of this specification, in which similar letters of reference indicate corresponding parts in both the figures.

Figure 1 is a perspective view of my new and improved railway-gate as it appears when closed across the track, and Fig. 2 is a similar view of the gateas it appears when open.

Arepresents the gate. This is composed of the main bars a a, pivoted to the post B, and the pickets b b, pivoted or hinged by bolts 0 c to the bars a a, so that the gate may be opened vertically, as illustrated in Fig. 2.

To the upper end of the post B is pivoted the lever G. This is connected at one end by the connectingrod D to the lever E, while at its opposite end it is connected by the link F and grooved roller G to the iron H, secured to the upper edge of the upper bar a. The lever E is pivoted in the railway-tie I, which is slotted longitudinally, as shown at l, to receive it.

To the outside of and parallel with the railwayrail J are bolted to angle-plates 7c the two levers L L, the adjacent ends of which rest upon the lever E, as shown clearly in the drawings.

The upper edges of the levers L L normally stand above the upper surface of the rail J, except at the plates 70, where they are on a level with or slightly below the upper surface of the rail, so that the wheels of'a railway-train in passing will run upon the upper edges of the levers L L and gradually depress their adjacent ends, and through them depress the lever E, which in turn will draw downward the short arm of the lever 0, cansing the long arm of this lever to open the gate by elevating it to the position shown in Fig. 2.

The levers L L are caused to work simultaneously by being joined together by link M, made fast to one lever and entering the slot (1 of the other.

Beneath the lever E, .I place the spring N, that is compressed when the lever E is forced downward, as described, and the reaction of the spring assists in closing the gate automatically after the train has passed the levers L.

Upon the rod D, below the lever E, I place the coiled spring 0, to cushion the downward motion of the lever E and prevent the gate A from being injured in opening, and this spring 0 also cushions or prevents the gate from closing too suddenly.

Opposite to the post B is placed the post B, which, in this instance, is provided with the pins 6 e, that enter between the two outer pickets, b b, of the gate, and prevent the gate from having lateral movement.

. Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The gate A, composed of the bars a, pivoted to the post B, and the pickets b I), hinged to the bars a, in combination with the levers G E and the levers L L, the lever 0 being connected to the iron H of the gate, and to the lever E by the connecting-rod D, substantially as and for the purposes set forth.

2. The lever E, pivoted at right angles to the railway-rails, and the depressing-levers L, pivoted along the rails and resting upon the lever E, in combination with the gate A and lever 0, both pivoted to the post B, one

end of lever 0 being connected to the gate, the other to the lever E by rod D, having spring 0 placed upon it, under lever E, to

cushion the action of the lever E upon the gate, and also cushion the closing of the gate, substantially as described.

3. The lever E, pivoted at right angles to the railway-rails, the gate A, formed of pivoted bars a and the pickets b, pivoted to the bars a, and the lever G, pivoted in post B,and connected at one end to gate A by rod H and T at the other by connecting-rod D to the lever PATTERSON E, in combination with the two depressing- Witnesses:

levers L, pivoted along the rail and resting E. L. ABBOTT,

upon the lever E, the adjacent ends of the le- 0. R. BARRAGAR.

vers L being connected together by a bar, M, Working in a slot, (1, substantially as and for 10 the purposes set forth. 

